Machine fob raising



Jan. 31, 1928.

H. H. TALBOYS MACHINE FOR RAISING ANDSHIFTING RAILWAY TRACKS Wmvzss: flaw/av away ATTORNEYS Jan. 31, 1928. 1,657,596

H. H. TALBOYS MACHINE FOP. RAISING AND SHIFTING RAILWAY TRACKS Fil ed Oct. 31, 1925 Q 5 Sheets-Sheet 2 INVENTOR.

1m. ATTORNEYS.-

HENRY 777LBO Ys Jan."31, 1928. 1,657,596

I H. H. TALBOYS MACHINE FOR RAISING AND SHIFTING RAILWAY TRACKS Filed O t. 31, 1925 5 Sheets-Sheet 5 I F/QS.

D51 ATTORNEYS.

Jan. 31, 1928. 1,657,596

H. H. TALBOYS MACHINE FOR RAISING AND SHIFTING RAILWAY TRACKS Filed Oct. 51, 1925 5 Sheets-Sheet 4 ATTORNEYS.

Jan. 31, 1928. I 1,657,596

H. H. TALBOYS MACHINE FOR RAISING AND SHIFTING RAILWAY TRACKS Filed Oct. 31, 1925 5 Sheets-Sheet 5 IN VEN TOR.

WWW

ATTORNEYS.

Patented Jan. 31, llflllfi.

UNlTtllft rarsnr orrice.

HENRY H. TALBOYS, OF llliILltHhTJKEE, TIEEGUNSIN, A SIGNOR E0 NORIDBERG MANU- FACTURING GOIVEPJEJFTY, 0F MILW'AUKEE, "WIE GDII' CONSI'N.

111', A. CORPORATION OF WIS- MACHINE FOR RAISING. AND EHIFTIITG RAILWJAY TRACKS.

Application filed. October 31, 1925. Serial No. 66,026.

sired level, and it likewise frequently be comes necessary to shift the traclrs laterally to straighten the traclrs, for the purpose of enabling a more satisfactory operation of the trains of cars moving thereover to be effected.

These results have heretofore been cured generally by the employment of a vast amount of manual labor, and have required a great deal of time for theiraccomplishment. From theinccption oi the railroad, ithas becnthe general practice in the tracks, to use a number ot lever or other power operated lifting jachs, which are set under the rails and actuated slowly by hand to raise a section of the track from its cnibedded position in the roadway, so that the desired grade could be established. Again, whenit was desired" to straighten the track, it has required the combined ciiiorts or a gang of sixteen, or more men using crowbars to move the track laterally inch by inch, and this latter otten proved ditlicult of performance by reason of inability to maintain. a fixed tulcra tor the crow-bani. As before indicated, the practice which was followed for so many years has now become costly by reason of present laborconditions and the time consumed effecting; it, but has necessarily been continued in the absence of any known better manner of achieving the work,

.My invention is embodied in. a machine which operates automatically in a most e1;- peditious manner to raise and shift railway tracks, so that the time tactor which heretotore has contributed so (greatly to the cost of the work is entirely eliininatcih .lu other words, that workwhich llBl'EiiQitUlI'O has reduired a considerable amount of time for its performance, now effected instantly by means of my improved machine, both in the raising and lateral shitting; oi? the track.

And these results are achieved with the aid oi": a small operating crew only instead of the large gang oi. men heretofore required. The invention comprises a machine which may be propelled under its own power over the track from place to place, and which is adapted to be clamped to the rails so asto lift the track together with the entire machine when the lower end of a vertically movable booni or spud, actuated by the power unit of the machine, is pressed upon the bed oi the roadway. By inclining or tilting the boom or spud from its vertical position bctl'ore the track has been raised from the roadbed, and then lifting, a section of the track may be moved laterally to a new position, without disturbing the relation of the machine to the track upon which it is clamped. Then after again raising the boom or spud, the machine may be moved to another section of track, and the operations repeated. The operation of the machine is performed in but an instant of time.

l l hile the improved machine finds the highest fulfillment of its purposes when used in connection with the roadways of standard railway systems, and has met with immediate favor by reason of its quick action and production of the desired results at a greatly reduced cost, and its capacity for effective operation in the performance oi its functionswithout delay to traliic, it has also met with great industrial favor where the tracks have but a temporary location, as on dumps and excavating and filling work, and in mining. lhe invention, therefore, has a range of very wide application in this art.

Having thus outlined the general nature and purposes of my invention, I will re serve for staten'ient later on in this specification the details of my invention, in the matter descriptive of what is shown in the accompanying drawings, and will point out the novel features of the invention, in the claims appended to this specification.

'1 7m drawings.

In the accompanying; drawings: Figure l. a plan view showing in. genoral outline a car adapted for travel along elements place. naled in a swiveled bolster.

a railway and supporting a machine constructed in accordance with my invention.

Fig. 2 is a view in side elevation of the structure, looking from the right hand side.

Fig. 3 is a view in elevation of the rear end of the same, looking from the left of Fig, l. r Fig..4t is a vertical sectional view longitudinally of a portion of the machine, on the line 44, Fig. 1, and showing the transmission braking device.

Fig. 5 is a view in elevation from the left, Fig. 1, showing the lever and connections therewith for controlling the travel of the car and the spud or boom actuating device.

Fig. 6* is a side view of the primary driving shaft clutch locking devices.

Fig. 7 is a view inelevation of the locking lever of the same, and'illustrating its action.

Fig. 8 is a view in side elevation, partly in' section, showing the friction brake to prevent accidental downward creeping movement of the spudv during the travel of r the car,

, Fig. 9 is a right hand end view, partly in section, showing the cross-bed, with the chair and connections for directly carrying the load when a section of the track is raised. Fig. 10 is'a view in elevation of the holding dog for the car travel and spud actuat ing clutch, operated by the lever shown in Fig. 5.

Figs. 11,12, 13, and 1 1, are diagrammatic views-from the right side of the-car showing the differentpositions of the clamp operating levers and lifters and their holding latches.

The car structure and the motive power. In the drawing, the numerals 10 and 10,

and a cross bed thereon,- upon which the comprising my invention are mounted. The said frame is supported by flanged wheels .11, the axles of which are journaled in boxes 12, attached to the frame, the said wheels resting upon the rails 13, to posit-ion 'thefcar laterally upon the track, and permit its movement from "place to The front axle preferably is jour- A power plant or unit1 4., of any suitable jdesign and construction is mounted upon the fram e'at the forward end of the car, the transverse shaft of the powerv plant being 7 connected to the primary driving shaft 16 which is journaled in the gear box 17 the i. latter being positioned toward the rear end "of the car, throughanysuitable means, as,

for example, a sprocket 18 which may be clutched to theshaft 15, and a sprocket 19, shown as mounted onthe projecting end of the shaft 16, and a sprocket chain 20 passing aboutthe said sprockets, so that the motion i of the shaft 15 of the engine is transmitted to the primary driving shaft 16, through the said sprocket chain. From the latter shaft, the operating elements of the machine receive their several impulses, through various connections to be hereinafter described. The gear box 17 is to be packed with grease.

Propellz'ng the cm".

The car is propelled along the track by the engine, indirectly, through a car driving shaft 16, likewise journaled in the gear box 17, and aligned with the said primary driving shaft 16. The projecting end of the car driving shaft 16 is provided with a sprocket 21, and the rear axle of the car with a sprocket 22, such sprockets being operatively connected by a sprocket chain 23. The shafts 16 and 16 are adapted to be coupled for driving the car in either direction through an arrangementof reversing gears. which will be described later.

Arresting the frarel of the ear.

Brake shoes 2%, are arranged to engage the fore wheels 11 of the car, to arrest the travelling movement of the car, when desired. Such brake shoes are moved by the throw of eccentrics 25, mounted upon a transversely arranged oscillating brake shaft which latter is provided with a radial arm 26, the free end of the said arm being connected to one end of a cable 27, passed about a rope sheave 225 at the rear end of the car. the other end of the cable being connected to the short horizontal arm 29 of a bell-crank lever pivoted at 30, upon a bracket 31 on the platform of the car. The lever arm 32 of the bell-crank extends iupwardly. within easy reach of the operator standing on the platform of the car. so that by swinging the hell-crank lever about its pivotal point, the brakes may he set and released as desired.

Standards 33, rising from the platform of tached at one end to the arm 26, and at the other to the frame of the car, serves to rcverse the motion of the brake shaft, and relieve the wheels 11 from braking pre sure. so that the car may be moved alonethe track, when the detent on the lever arm 32 is released from engagement with the notches on the brake iron 35.

ll! eons for (M-172 ping the cm to 15 2c New] The car having been moved in that sow tion of the track which it is desired to elelt t of the wheels 11, and stability assured. The said thrust bars act to hold the rail clamps when the said. beam is moved by other mea vate, or to elevate and shift laterally, it is necessary that the car he clamped to the rails, so that the latter and the cross ties may be lifted bodily from the roadbed.

At the opposite sides of the car,.ll arrange floating clamp beams 40 and ll, directly over and parallel with the rails, and in the space between the front and rear wheels at each side of the car. 'lhese clamp beams are provided. upon their urnlerside at each end with a plurality of transversely stand ing depending cars 42, which latter are perforated for the reception of pins upon which are pivoted the upper ends of pairs of toggle links 43 and id, the lower ends of which are pivoted to the upper ends of pairs of centrally pivoted, crosszied, rail clamps do and 46, respectively, each of the latter being formed at its lower end with a hook 47, 48, positioned at opposite sides of the rail, and adapted, when the toggle links are actuated by raising the clamp beam, to move the hooks of a pair toward. each other, to engage under the head of the rail, and firmly clamp thelatter. The s ts of to 'le links and the rail clamps term lazy-tongstructures, of which four are employed in the machine,

A rod 49, having a length approximately that of the clamp beams l0 and ll, is arranged to form the pivot for the or seed rail clamps ettiand i6.

Clamp thrust bars 50 and 51, diagonally disposedin crossed pairs, extend transverse- 1y of the car, with their up. (trends connected to a fixed part of the f 1e structure so as to have a pivotal movement, andtheir lower free ends perforatedtoreceive the said rods 49, so that any lateral thrur-z-t whichmay occur in operation taken directly by the said clamp bars through the frame of the car, instead of by the flan.

to a fixed though slightly areuate path of vertical movement. Abutments 52 are arranged on the frame at the upper ends of the thrust bars,so as to relieve the pivots of the latter froi rain, when the bars arcsulr jected to thrust.

Equalizing; chains 5 1-, et-ztend between the ends of the clamp beams l0 andwil and the fame, so as to preserve the para lelisr.

,with a. clamp lever 61, and near each. end

with a short arm 62, each of the latter being pivotallyconnected to the upper end of a curved link 63, the lower end of the link hemg connected to a pm (is, in the clamp beam, and We -lung in a slot in the aid l By throwing the clamp lever (ll toward the rearofthe car, the clamp beams dOand 41 are lifted and the toggle links l-S and 44 straightened, so that the hooks at the ends of the rail clamps 45' and d6 are caused to engage the rails, in the manner previously described. In such movement of the clamp lever 61, it Wipes past a fixed springdatch 65, by which it is retained in the position to which ithas been moved. Release of the latch by foot pressure from its engage ment withthe clamp lever, will permit the said lever 61 to be returned to its former position. This reverse action will permit the clamping beams l0 and 4-1 to be lowered thus collapsing the toggles and withdrawing the rail clamps from engagement with the rails.

The short arms 62, just referred to, resting upon chairs 62, carry the weight of the track when it is raised in the operation of the machine, as will be described later. ..he purpose in i'nfovidingg; the curved links is to enable their points of connection with the short arms 62 to pass over the center line of the shaft 60, in the ail clamping movement of the lever 61, so as to relieve the holdig latch 65 for the said lever from the strain incident to the support of so great a weight, and transfer it to the said arms and the chairs 111 which they are seated.

Means for raising the rail clamps.

It is designed that the entire rail clamping structure shall beraised and maintained in elevated position, clear of the rails, while the car is traveling, or bemg moved from place to place, but is adapted. as before inclear the ads, as when the car is moving from place to place on a section of the track which is to be shifted.

The lower swingino' ends of the clamp thrust bars 50 and i n oraled so to receive the rods 4-9, previously mentioned, and maybe posltloued inthe length of the rods by tubular spacers 4-9,slipped over the rods 49. To the ends of the thrust bars 50 an d 51., near the points of their connection with the rod l9, chains 70 and i" 1. are attached at one end, the other ends of the said chains being connected to the opposite ends of a clamp lifter bar 72, one each side of the car. The clamp lifter bars are provided with an upstanding central arm 73, the up per end. of which is pivotally connected to the short arm 74, of a clamp lifter lcver'U), mounted on the right end or": a transversely extending shaft 76. A. similar short arm on the other end of the shaft 76, has a like connection. with the clamp lifter bar at the other side of the car. The. arm 73' of the clamp lifter bar is shown as provided with a vertical slot 7 7 but such slot is without function other than to lessen the weight of-the clamp lifter bar in which it is formed.

By throwing the clamp lifter lever 75 to- Ward therear'of the car, until the said lever assumes an approximately upright position, the pull of the clamp lifter bar 72 on the chains 70' and 71, will raise the rod l9 and break the toggles of which the. rail clamps 415 and 46 form a part, and effect the dispngagement of the said clamps from the m1 s. i

The clamp lifter lever 75, or the shaft 7 6 on which the said lever is mounted, is provided with a heel 78, which is cut away at its free end so as to form a shoulder 78 upon its inner face. When the lever "75 1s thrown to the rear, the shoulder on the heel 78 Wlll jen a e a fixed s rin -latch 79 and lever will b g p 23 7 be held in the approximately upright. position to which it is moved, and so sustain the rail clamping devices in but slightly ele ated positions. The said latch 79 has formed thereon alateral projection 80, adapted to be pressed upon by the foot ofthe' operator, to withdraw the said latch from its engagementwith the elamp'lifter lever 75, and so permit the rail clamping devices to be lowered into ope ative positions, as will be understood from what has been stated hereinbefore. At

such time, the rail clamps 15 and 46 are separated, and in position to be brought into gripping engagement with the rails, when the clamp lever 61 is thrown to raise the clamp beams and 11 and straighten the rail clamp toggles. The rods 49, on which the rail clamps are pivoted, and the lower ends of the clamp thrust bars and 51, are raised slightly at the same time.

The movements of the clamp beams and clamp lifter'bars, and their operating levers,

- in positioning the parts, are diagrammatically shown in Figs. 11 to 14:,to which reference maybe had at this time.

InFig. 11 the clamp beam lever 61 and the clamp lifter bar lever 7 5, are intheir extreme forward positions, and the clamp beams 40 and lland clamp lifter bars 72 are down, with the clamps 45 and 16 in position to be brought into engagement with the rails. [By throwing the clamp beam lever 61 tothe left, asshown in Fig. 12, the clamps are caused to engage the rails, and the track 'may thenbe lifted by the devices which will 7 bedescribed presently.

By'releasing the clamp beam lever 61 to the forward position shown in Fig. 13, the clamps are caused to release their grip on the rails. The car may nowbe moved to another nean point, but to avoid interference, the clamps are slightly raised to their intermediate positioinclear of the rails, and this is efiected by throwing the clamp lifter bar lever 75, into its approximately upright position, as shown in Fig. 13. hen the car is positioned anew, the clamp lifter bar lever 75 is released by withdrawing the latch 79 from engagement with shoulder 78 on the heel 78, and the said lever swings forward to again position the clamps for engagement with the rails, by another backward swing of the clamp beam lever 61 to the position shown in Fig. 12.

The clamp beam lever 61 is provided upon its inner side with a lateral projection 61, which will sweep over the end of the heel 78 of the clamp lifter bar lever 75, in the backward throw of the clamp beam lever 61, as shown in Fig. 12, at the time that the clamp lifter bar lever '75 is in its forward position. But with the said lever 75 in the position shown in Fig. 13, as at the conclusion of work upon a certain section of track, and the rail clamps in their intermediate positions, the heel 78 stands interposed in the arcuate path of movement ol the lateral projection 61 on the lever 61, and in the backward movement of the latter, the lever 75 is carried with it through engagement of the said projection with the heel. and the said lever is moved to its most rearward position, as indicated in Fig. 14. In this joint movement of the two levers 61 and T5, the clamp beams, the clamp lifter bars, and the rail clamps, are elevated to their highest positions, so as to clear any obstructions which might impede the travel of the car, when a long run is to be made.

In such joint movement of the levers 61 and 75, the inner faces of the projection 61 of the clamp beam lever and the heel 78 of the clamp lifter bar lever lie in the same vertical place, and together press and hold the spring-latch 79 out of position to engage either lever, as shown in Fig. 14-. At such time, bot-h of the said levers, and the entire rail clamping devices, are held by the spring latch 65, which engages the lever 61. In releasing the levers upon the car reaching a new position on the roadway, the said levers shouldbe taken, one in each hand, and the latch thrown out, to lower the clamping 1 devices for further operations.

The tree/c lifting mechanism.

After the rails have been clamped, the track is lifted by the action of a vertically moving spud or boom 90. mounted in a spud carriage 91, supported by and adapted to be moved transversely of the car on two cross rails 92 and 93, formed as parts of the crossbed 10, so as to position the shoe fill pivoted on the lower end, of the spud at such point between the rails as will enable the most satisfactory operation to be effected, as may be determined bythe condition of the track and roadbed, and the direction in which it is desired to throw the track.

frame at the other side of the car.

Referring again to the gear boX 17 one end of the main transmission shaft 95 is journaled therein, the said shaft being journaled at its other end in a bearing on the \Vithin the gear box 17, and fixed upon the primary drive shaft 10, are spaced. gears 96 and 97, and loose upon the main transmission shaft 95, are like gears 98 and 99. The gears 96 and 98 are in mesh, but the gears 97 and 99 are connected through an idler 100, so as to rotate reversely. The opposed hubs of the gears 98 and 99, are provided with clutch faces, which are adapted to be engaged by the double-faced clutch member 101 splined upon the main transmission shaft 95, so that the said shaft may be driven in either direction, dependent upon which face of the clutch member 101 is engaged with either gear 98 or 99. Thus, the motion of the en gine shaft is transmitted to the main transmission shaft 95. When one set of gears is engaged, the other runs idle.

In connection with this description of the operation of the maintransmission shaft from the primary driving shaft, it may be stated that the tar drive shaft 10, within the gear box 17, has'fixed thereon spaced gears 102 and 103, in mesh with like gears 10 1 and 105, loose upon the main transmission saaft. These gears are proportioned and arranged so as to form a speed changer. The opposed hubs of the gears 10 1 and 105, are formed with clutch faces adapted to be engaged by a double-faced clutch member 106, splined upon the main transmission shaft, so that the car may be propelled in either direction at different speeds, through the sprocket 22 on the rear axle, according to which gear 10 1 or 105, is engaged by the sliding clutch member 106, and the direction of rotation at the time of the main trans mission shaft.

The said clutch member 106 is controlled as to either engaging position, or its neutral position, by a hand lever 110, arranged with in the reach of the operator on the platform of the car, and pivoted near its lower end. A link 111,. adapted to be connected to the said hand lever above its pivotal. point, and connected to an arm 111 on the shaft of the clutch, eti'ects the sliding n'iovement of the clutch mei'nber 106, in the throw of the lever .110 at the desired times. The hand lever 110 is forked at its lower end to our brace a fixed shaft 111 to which it is pinned, so that it n'iay be pivoted either toward the front or the rear of the car. he link 1.11 is supported at the point of its crmnection with the lever 110 by an arm 111 mounted loosely upon the siaft 111 which arm is provided at upper end with a stud 111*, adapted to in i a hole 110 in the lever 110, when the latter is thrown toward the front, and in the following movement of the said lever to the right or left, the splined clutch member 106 will be shifted to engage one or the other of the gears 104i or 105, and the car will be propelled accordingly.

The hand lever 110 normally occupies a neutral position, as indicated in Fig. 5. Its second position is that of controlling the travel of the car, as just described. Its third position in effecting movement of the spud 90 will be described later. The clutch member 106, likewise has two operative positions and one of 11eutrality, determined by the movement of the lever 110.

In a like manner, the direction of rotation of the main transmission shaft 95, is controlled by a second pivoted hand lever112, acting upon the clutch member 101, through a connecting link 113, pivoted at one end to the lever 112, and at the other to an arm or looking lever 112 fixed intermediate its ends to the shaft operating the splined clutch member 101, which has two operative positions, being engaged with one or the other of the clutch faces on the gears 98 and 99, loose upon the main transmission shaft 95. The locking lever 112 is provided with a roll adapted to wipe over the upper end of a spring-pressed plunger 112 such end of the plunger being cut away oppositely from the longitudinal center of the lever 112 so as to form inclined surfaces over which the said roll will ride and hold the lever in either of its positions, and retain the engagement of the clutch member 101 with the gear to which it is coupled in the throw of the hand lever 112.

The other end of the main transmission shaft 95 is provided with a separable jawed clutch 95, and is adapted to be coupled to a clutch-member on the hub or shaft of a sprocket wheel 115, connected by a chain 116 with a sprocket wheel 117, fixed upon the end of a parallel transverse shaft 118, journaled in bearings at the ends of the crossbed 10, whereby the said shaft 118 is di rectly actuated by the main transmission shaft. The shaft 118 is splined or key-seated from end to end, and mounted so as to slide thereon, but to rotate therewith, is a worm 119, maintained in a relatively fixed position in the spud carriage ,91, so as to participate in the transverse sliding movement of the latter. A shaft 120, arranged. longitudinally of the car, is journaled in the spud carriage, and carries at one end a worm gear 121, in engagement with and rotated by the said worm 119. Intermediate its journaled ends, the shaft 120 is provided with a spud pinion 122, which engages a rack 123, on one of the faces of the spud or boom 90.

A. U-shaped yoke 12 1, or other arrangement of a device, is mounted to turn upon the shaft 122, the yoke embracingand guiding the spud and holding the rack 123 in mesh with the pinion 122, this arrangement permitting the spud to swing in the space between the cross beams or track 92 and 93, with the shaft 120 as its axis, in a vertical plane transversely of the car. A standard 125, rising from the spud carriage 91, has journaled at itsupper end a short shaft 126, having on its forward end a pinion 127, in engagement with a segmental rack 128, attached to the U-shaped yoke which guides the spud. A hand wheel 129 is attached to the other end of the shaft, so that by rotating'the handwheel, thespud may be positioned at any. appropriate angle or inclination. A friction brake 180, at one end of a spring 131, attached to the spud carriage, exerts a constant braking pressure upon the hand wheel to prevent its rotation under the weight of the spud, and hold the spud 90, in the position in which it has been placed, and so prevent its voluntary movement. The cross-beams or tracks 92 and 93, are formed as flanges which project toward each other and form guides which enter channels in the opposite sides of the spud carriage 91, andconstitute a long bearing of ample thrust resisting power when the weight of the raised track is thrown onto the spud 90.

power to actuate the spud. 011 the fixed shaft 111 before referred to, is loosely mounted a second arm 111 to which the other end of the link 137 is connected. The arm 111 is provided with a stud 111 which likewise is adapted to enter the hole 110 in the hand lever 110, when the latter is thrown toward the rear of the car, and in the followingmovement of the said lever to the left or right the clutch 95 will be engaged or disengaged. As shown in Fig. 5 the hand lever is disposed between the arms 111 and 111", so that movement one way or the other in the direction of the shaft 111, will effect the desired engagement with either arm, and when not engaged with either of the said arms, the said lever stands in-its neutral position. Suitable devices for yieldingly holding the said lever in its new tral position may be provided.

When the car has been moved to that section of the track upon which it is desired to operate,'and the spud'properly spotted or located with relation to the space between two cross-ties, the brakes will be set and the car driving gear thrown out. The rail clamping devices will then be operated, as hereinbefore described, and the car will be clamped to the ralls.

Transverse movement of the spud. carriage.

It is very frequently desirable to adjust the position of the spud widthwisc of the car, a preliminary operation, before raising the track.

To effect a quick traverse of the spud can riage 91, the latter is provided with a nut 1415, which is in engagement with a rotatable screw shaft 146, journalcd at its ends in the frame of the car, and caruvingr a sprocket wheel l i-Y, over which, and an idler sprocket wheel 1, 18, a sprocket chain lei-9, is passed. Av traverse arm 1-19 journalcd at one end on the traverse screw shaft. and carries at its other end the said idler sprocket 148. The free end of the said traverse arm is supported by a spring 150, and the arm is adapted to be depressed by pressure of the foot. The main transmission shaft 95 has mounted thereon. a rotating but normally inactive sprocket wheel 151, which is arranged in the line of movement of the said sprocket chain. By depressing the traverse arm, the lower run of the sprocket chain brought into engagement with the sprocket wheel 151 on the main transmission shaft, and the motion of thc said sprocket wheel 151 is imparted to the sprocket chain, and rotation c ivcn to the screw shaft 1 1-6. By this means, a quick traverse of the spud carriage is effected, and the spud is instantly brought to the desired position for action. The traverse of the spud carriage ceases when the foot pressure is withdrawn, as the spring immediately restores the traverse arm 119 to its inoperative position.

In adjusting the position of the spud 90 with relation to the track, the operator will locate it so as to obtain the best results. The spud may set at any angle desired by simply turning the hand whce'l 129, and when set at an angle from the perpendicular. the track will be thrown to the side desired. By running down the spud, the track will be raised and thrown aiuoinaticully and without any actual canting of the spud. apart from that which follows its own voluntary action under the weight which it carries. The extent to which the raised track will be thrown will de pend upon the angle at which the spud is made to stand at the time of the engagement of the shoe 9% thereon with the roadhcd and the extent of the elevation of the track. These are matters to be left to the judgment of the operator of the machine. 1 have found that when the spud 00 truly pcrpcndicular. there is an uncertainty as to which way the track will be thrown. Hence, the desirability of inclining the spud before operating the same, when the track is to be throwni But when it is desired merely to raise the track, the spud will he made to stand perpendicularly, and when the track hasheen elevated, the power may be cut oil in the operand throwing the limo/12..

With the spud positioned as desired be tween two cross-ties of the tra clrandthe shoe 94; pressing upon the roadhed,-or it may he a mattress under some conditions the spud may now he forced. downwardly to lift the track. With the main transn'iission shatt unclutclled from the car driving gears and the clutch member 106 in neutral position, the main transmission shaft is now clutched to thepriinary driving shaft 16, so as to press the spud 90 through its shoe against the roadhed.

A transmission hrake shaft extends from side to side of the car, and at a point withineasy reach of the operator is provided with a foot-operated brake lever 156, upon which a downward pressure may he exerted to give a partial rotation in one direction to the said shaft. The said main transmission shaftis provided with hrake drum 15'? upon which bears a friction hand 155%, normally engaging; the drum hv the action ot' contracting spring 159, and serving to re strain therotation ot thesaid shalt at the times that it is at rest.

The rightend of the transmission lJl .ke shaft 155 is provided with a tired radial area 160, to which is connected the slotted end oi. a link 161, the other end of which is connectedto one arm of a hell-canlr 162, pivoted upon the frameor casing" ot the engine, and the other endot which connected by adink 163 to the elements operating; to controlthe clutch 164i, coupling the sprocket 18 to the shaft 15 of the engine. A contracting spring; 165, connected at one end to the arm oil the transmission. brake shattand lined at the other, and a confined expansion s, 166, upon the lin: 16?), act to reverse ll transmission hralre shaft when pressure on the hralre lever 156 is released, disengaging the engine clutch 164: and apnl the hrake band 158 to the drum 157 of the .'n t ansmission shaft 95.

It may be here noted that propulsion he car and rotation of the mointransmid on shaft, and movement oi the parts operated :Eremthe latter, is oil cited only during the time that the transmission brake lever 153 held in its depressed position so as to release the transmission hrake and clutch the sprocket 18 to the shaft (IE the engrinm and that upon the release ot pressure upon the hrake' lever 156, the enp ineclutch 164iis disengaged and the braking pressure applied. to the drum on the main transmission she:

The ends of the transmission brake hand are connected to a lever 170 at two points, so that as the said lever is depressed, the brake handis caused to tighten ahout the drum 158 on the main transmission shaft. At its free end, the lever 170 is connected to an. ad-

justable link 171, the other end of which is connected to one end of a short lever 172,

pivoted intermediately upon a stud set in a hracket 173. The free end ot-the lever 170 is also connected to the bracket- 173, through the contracting spring 159, before referred to, and an eyeholt 17 1, the latter having pro visions for adjusting the tension oi the said spring. The normal action of the spring 159 is to apply the oand to the drum on the main transmission shaft with a braking pressure. The transmission brake shaft 155, has secured thereon an arm 175, threaded for adjustment transversely in which is a screw 176, having an antidfij'iction roll journaled in its end. The said roll is adapted to bear upon and move over the other end of the pivoted short lever 172, so that in the de pression oi the transmission hrake lever 1'56 the near end of the short lever is likewise depressed and rocked about its central pivot. in this action, thelink 171 exerts an upward thrust upon the brake lever 170, against the force of the spring 159, and releases the hraking pressure of the hand upon the drum on the main transmission shaft 95.

In practice, one end of the brake hand 158 is connected to a block 180, to which the hralre lever 170 is pivoted axially oi: the shaft 95, and the other end of the brake hand is connected to a block 181, transversely perforated for the reception of a link 182, to the rear end of which the hrake lever 170 connected at its second point of connectioin which is its pivoting point. The link 1552 passes through a guide 183, against which jam nuts may he adjusted to limit the longitudinal movement of the link 182, and so stohilize the pivotal movement of the hrake lever 170, when the braking pressure is released. An expansion spring 1841, conlined ahout the link 182, and between the guide 183 and the inner face oi the hloek 1.81 will he COTHPI'GSSGCllIY the pull on the link 1532 when hralrinp; pressure applied, and will. have a tendency hv expansion to open the hrake hand 158, when such pressure is relaxed.- At the under side of the hralre drum, and at ahout the middle of the hr 1: hand, :1 depending yoke 185 is attached to the latter. In the said jvoke an expansion spring 186 confined hy the head of a pin 187, the lower threaded end of which provided with adjustable jam nuts mea ing: the under side of a part of the 1" me *ork of the machine. which is perforated "tor tie guidance oi? the said pin, and hv which it is retained inilixed vertical position. When the braking pressure is re- Ill) laxed, the spring 186 will act to withdraw the brake band from the drum.

1 the main transmission shaft 95;

It is desirable, while the main transmis- .sion shaft 95 is operating to transmit funcagainst accidental disconnection.

referred to.

tions'to its connected parts, that the gear connections between the said shaft and the primary driving shaft 16, be maintained In order to effect this, as by locking the splined clutch member 101 in engagement with the gear with which it is cooperating at the time, I make use of the locking lever 112 before The connections whereby the said "lever is operated'from the hand lever 112, have already been described. The lower end of the locking lever 112 which operates the clutch member 101. is provided with an extension 112 which in oscillations of the said locking lever, will occupy positions alternately at the sides of the path of vertical movement of a dog 112 secured upon the transmission brake shaft 155.

7 Therefore, when the transmission brake lever is depressed, the dog 112 will intersect the path of movement of the said projection 112 and prevent movement of the clutch member 101 so long as the main transmission shaft is rotating.

v The pin and slot connection between the arm 160 on the transmission brake shaft and the link 161, will permit a slackening of the braking pressure before the engine clutch is thrown in.

VVith' the transmission clutch 95 being coupled, it is necessary only for the operator to step on the transmission brake lever 156, holding it depressed for the time neccs- 7 ed so as to reverse the rotation of the main transmission shaft, then in a repeated depression of the clutch lever 156, the spud will be lelevatedfor another operation.

Holding. the spud against downward creeping during the travel of car.

latter. are conducive to the downward creep ing .ofthe latter, and this, if not restrained or closely watched, may be productive of disaster, if the lower end of the spud be brought into contact with an obstruction.

To guard against such an exigency, I have provided an automatically operating device which, though ineffective in the normal operation of the machine, will instantly become effective when the transmission clutch is thrown out by the transmission clutch lever 136, before referred to. Gentrally pivoted in a mounting 190, is a level 191, one end of which is formed as a brake shoe 192. The opposite end of the said lever is provided with a contact piece 193, which may be held in adjusted position by a set screw, threaded into the end of the lever. lVhen the transmission clutch lever is thrown by the movement of the hand shifting lever 110, the transmission brake lever 136, formed with a cam 194, will pass under the contact piece 198, and press the brake shoe into engagement with the hub of the sprocket 115, and hold the same against rotation. The braking pressure maintained at that point is sufiicient to overcome the creeping tendency. Ordinarily, the rotation of the shaft of the spud carriage 91, is prevented by the character of .the lock against rotation afforded by the worm 119 engaging the worm gear 121.

Fig. 10 shows the device for retaining the splined clutch member 106 in either of its three positions. This device consists of a spring pressed plunger 196 provided with a central depression for effecting the neutral position of the clutch member, flanked by lateral depressions for effecting both of the operative positions of the said clutch member, the said depression being adapted to receive in alternation a roll carried by the locking lever 111 of the clutch shaft.

The numeral 200, Fig. 1, indicates the starting crank for the motor. The throttle control may be arranged at any convenient point, preferably upon the hand lever 110.

The details of construction may be varied from what is shown, without departing from the spirit of my invention.

Having thus described my invention, what I claim and desire to secure by Letters Patent of the United States, is:

1. In a traclc raising and shifting machine, a floating clamp beam, rail clamps supported thereby, and means for raising the beam to cause the clamps to engage the rail.

2. In a track raising and shifting machine, a floating clamp beam, thrust bars for stabilizing the said beam, rail clamps supported by the said beam, and means for raising the said beam to engage the said clamps with the rail.

3. In a track raising and shifting machine, a car and frame, a floating clamp beam and rail clamps depending therefrom,

llS

clamps clear of the rails, to permit free movement of the car.

t. In a track raising and shifting Inachine, a car and frame, a floating clamp beam, rail clamps supported thereby, means for stabilizing the vertical movements of the clamp beam, means for raising the beam to cause the clamps to engage the rail, and means for relieving said raising means of the weight of the track.

5. In a track raising and shifting machine, a car and frame, means for clamping the car to the track, a vertically movable spud, a transversely moving carriage for the spud, means for moving the spud to lift the track, and means engageable with the spud moving means for moving the carriage.

6. In a track raising and shifting machine, a car, means carried thereby for clamping the car to the track, a vertically movable spud for aising the track, a traversely movable carriage for the said spud a screw shaft for operating the same, a transmission shaft, and means engageable with the transmission shaft for rotating the said screw shaft.

7. In a track raising and shifting machine, a frame, a transversely movable spud carriage, and a vertically movable spud pivotally supported therein, means on the carriage for changing the angle of the said spud, and means also on the carriage for holding the spud in its changed position.

8. In a track raising and shifting machine, a car, a floating clamp beam, rail clamps connected thereto, means for lifting the clamp beam to cause the clamps to engage the rail, said lifting means comprising a shaft with a lever and short arm thereon, and a curved link connection with the short arm, whereby in the lifting throw of the lever, the pivotal connection of the curved link with the short arm passes the centerline of the shaft.

9. In a track raising and shifting machine, a car and frame, a power plant supported thereon, a main driving shaft driven by the power plant, a car driving shaft, a

main transmission shaft, means for coupling the main transmission shaft to the main driving shaft, means for coupling the main transmission shaft to the car driving shaft, and a track raising spud operated from the main transmission shaft.

10. In a track raising and shifting machine, a car and its frame, a vertically movable clamp beam carried by the car frame, means for stabilizing the clamp beam against lateral movement, rail clamps supported by the clamp beam, means for actuating the clamps through the said beam to engage the traclr and clamp the car thereto, and means for raising the car and track.

11. In a traclr raising and shifting machine, a car and its frame, a floating clamp beam carried by the car frame, means for stabilizing the said beam against lateral movement, rail clamps supported by the said beam, toggle devices intermediate the said beam and the clamps for actuating the latter to engagethe rail oppositely when the beam is lifted, means for raising the beam to effect such engagement, and means for raising the car and the track.

12. In a track raising and shifting machine, a car and its frame, a vertically movable clamp beam carried by the car frame and having rail clamps at its ends, means for moving the beam to engage the clamps with the track and clamp the car thereto, and means for raising the car and the track.

13. In a track raising and shifting machine, a carand its frame, a clamp beam movable vertically with relation to the car, rail clamps upon the said beam, means for moving the beam to engage the clamps with the track and clamp the car thereto, and means for raising the car and track.

14. In a track raising and shifting ma chine, a car and its frame, a clamp beam having rail clamps, means for lifting the beam to engage the clamps with the track and clamp the car thereto, means for raising the car and the track, and means between the frame and the clamp beam to prevent lateral movement of the clamp beam, whereby the car wheels are relieved from side thrust when the track is shifted.

15. In a track raising and shifting machine, a car and its frame, a vertically movable clamp beam and rail clamps depending therefrom, means for lowering the clamp beam to position the clamps for engagement with the track, means to disengage the clamps from the track, and means to raise the beam and the clamps clear of the track, to permit the car to be moved.

16. In a track raising and shifting ma chine, a car and its frame, means for clamping the car to the track, a spud or boom and means for depressing the latter to raise the track and the car, a transversely movable spud carriage, a normally idle screw shaft engaging the carriage, a constantly rotating shaft, and means for transmitting at will the movement of the rotating shaft to the idle shaft, to position the spud carriage.

17. In a track raising and shifting machine, a car and its frame, means for clamp ing the car to the track, a spud or boom and means for depressing the latter to raise the track and the car, a transversely movable spud carriage, a norn'lally idle screw shaft engaging the carriages reonstsntly rotating shz tftf'aind nieans fer transmittingthrOug'h fQ jOt-bperated devices the]movement of the rotating shaft to the idle shaft, to position th espul arriage. t

'lSqIn a trackraising and shifting ma- CI'IJTITIQ, a ear and its frame, m'ezins for clamping the cartothe track, a spud orboorn and meansifor depressing the-same to raise the tisclgjfrrieins for turningthe spud to an ang rliarppsitieng -and means for retaining the sp d insuch pbsition preparatory to a track relslng op eratl on.

19. In a track raising and shifting machine, a car and its frame, means for clamping the car to the track; a spud 0r boom and means for depressing the same to raise the track, and, means apart from its actuating means for holdingthe spud against down- Ward movement during the travel of the car.

In testimony whereof, I have signed my name at Milwaukee, this S2 E11 day of October, 1925.

H. H. TALBOYSi 

